EP0861175A1 - Electronically adjustable brake system for motor vehicles - Google Patents

Electronically adjustable brake system for motor vehicles

Info

Publication number
EP0861175A1
EP0861175A1 EP96937271A EP96937271A EP0861175A1 EP 0861175 A1 EP0861175 A1 EP 0861175A1 EP 96937271 A EP96937271 A EP 96937271A EP 96937271 A EP96937271 A EP 96937271A EP 0861175 A1 EP0861175 A1 EP 0861175A1
Authority
EP
European Patent Office
Prior art keywords
brake
pressure
pump
hydraulic
motor vehicles
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96937271A
Other languages
German (de)
French (fr)
Other versions
EP0861175B1 (en
Inventor
Dieter Voges
Frank Lubischer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF International UK Ltd
Original Assignee
Lucas Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Industries Ltd filed Critical Lucas Industries Ltd
Publication of EP0861175A1 publication Critical patent/EP0861175A1/en
Application granted granted Critical
Publication of EP0861175B1 publication Critical patent/EP0861175B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B60T8/3265—Hydraulic systems with control of the booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4013—Fluid pressurising means for more than one fluid circuit, e.g. separate pump units used for hydraulic booster and anti-lock braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4018—Pump units characterised by their drive mechanisms
    • B60T8/4022—Pump units driven by an individual electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4059—Control of the pump unit involving the rate of delivery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/50—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having means for controlling the rate at which pressure is reapplied to or released from the brake
    • B60T8/5018—Pressure reapplication using restrictions
    • B60T8/5025—Pressure reapplication using restrictions in hydraulic brake systems
    • B60T8/5037—Pressure reapplication using restrictions in hydraulic brake systems closed systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S303/00—Fluid-pressure and analogous brake systems
    • Y10S303/02—Brake control by pressure comparison
    • Y10S303/03—Electrical pressure sensor
    • Y10S303/04—Pressure signal used in electrical speed controlled braking circuit

Definitions

  • the present invention relates to an electronically controllable brake system for motor vehicles, with a brake pressure transmitter unit which can be actuated by a brake pedal and which feeds at least one wheel brake of the motor vehicle with hydraulic fluid through a hydraulic fluid path, a first electromagnetic valve arrangement which is located in the hydraulic fluid path between the brake pressure sensor and the wheel brake is arranged to control pressure build-up, pressure reduction and / or pressure maintenance phases in the wheel brake, a motor-operated, controllable hydraulic pressure source which supplies the wheel brake with hydraulic fluid in addition to or instead of the brake pressure sensor.
  • a similar arrangement is known from DE 32 19 133 A1, in which an electric motor for driving a fan of a motor vehicle is additionally used as a drive for a pump which charges a pressure accumulator for supplying an auxiliary brake system.
  • the electric motor can also be switched on by a pressure switch, which monitors the storage pressure of the pressure accumulator.
  • the drive shaft of the electric motor can be coupled to the pump via electromagnetically actuated clutches and uncoupled from the fan when the pressure accumulator is charged.
  • the electric motor for driving the fan for example a cooling device of the motor vehicle
  • the electric motor for driving the fan is usually arranged at a considerable spatial distance from the vehicle brake system, so that relatively long pressure lines run from the pump coupled to the electric motor to the vehicle brake system Need to become.
  • the two electromagnetically actuated clutches are complex and susceptible to operation, so that the solution proposed there under safety and cost is only partially suitable for standard use.
  • the invention proposes a motor-operated controllable auxiliary energy source that supports actuation of the brake pressure sensor by the brake pedal or actuates the brake pressure sensor instead of the brake pedal, whereby the controllable auxiliary energy source and the controllable hydraulic pressure source are driven by the same motor the and with this are in constant operational connection.
  • the controllable auxiliary energy source is a pneumatic pump, which acts on a pneumatic brake booster coupled to the brake pressure transmitter.
  • the pneumatic pump can be both a positive pressure pump and a negative pressure pump.
  • the auxiliary energy is fed into the pneumatic brake booster into the vacuum chamber or the atmosphere chamber.
  • the pneumatic pump is preferably a vacuum pump, which takes the place of a connection to an intake manifold of a gasoline engine.
  • a second controllable valve arrangement is preferably provided between the pneumatic pump and the brake booster, with which - controlled by an electronic control unit - actuation of the brake pressure transmitter can be supported by the brake pedal or actuation of the brake pressure transmitter can be effected instead of the brake pedal.
  • the pneumatic pump is either connected to the brake booster, or an inlet side and an outlet side of the pneumatic pump can be brought to somewhat the same pressure level. In the latter case, the pump is connected to the ambient atmosphere, for example, both on the inlet side and on the outlet side. The consequence of this is that the pump runs practically without load, so that the energy consumption of the motor is considerably reduced.
  • an inlet side and an outlet side of the controllable hydraulic pressure source can be brought to approximately the same pressure level as a function of a valve position of the first valve arrangement.
  • controllable auxiliary energy source is a hydraulic pump, which acts on a cylinder / piston arrangement coupled to the brake pressure sensor.
  • a second controllable valve arrangement is provided for targeted support of a brake pedal actuation or for the targeted replacement of a brake pedal actuation between the hydraulic pump and the cylinder / piston arrangement.
  • the hydraulic pump is either connected to the cylinder / piston arrangement, or an inlet side and an outlet side of the hydraulic pump can be brought to approximately the same pressure level.
  • the hydraulic pump can be connected to a pressure accumulator, the pressure accumulator and / or the hydraulic pump being controlled by the third cylinder arrangement with the cylinder / piston arrangement are binding. It is thus achieved that a pressure which builds up slowly only when the hydraulic pump is actuated electronically can be supplemented by the pressure present in the pressure accumulator, so that the actuation of the cylinder / piston arrangement can take place at high speed.
  • the brake pressure transmitter unit preferably has a pressure chamber which can be connected to at least one wheel brake via the first valve arrangement and has at least one second pressure chamber which can be connected to the hydraulic pump and / or the pressure accumulator for the second and / or third valve arrangement.
  • the first and the second pressure chamber are preferably separated by a piston, to which the brake pedal acts during normal actuation. The result of this is that expansion of the second pressure chamber and the hydraulic pump supply from the hydraulic pump reduce the volume of the first pressure chamber. This is indicates that hydraulic fluid from the first pressure chamber is fed into the wheel brake.
  • the output shaft of the motor and the two drive shafts of the hydraulic pump and the pneumatic pump are preferably arranged coaxially to one another and rigidly connected to one another. This ensures a very compact structure of the overall arrangement and simple assembly.
  • a step-up or step-down gear can also be arranged between the motor and the respective pump.
  • the pneumatic pump is preferably a vacuum pump, which is designed in particular as a vane pump, while the hydraulic pump is preferably a pressure pump, which is designed in particular as a radial piston pump or as an axial piston pump.
  • FIG. 1 is a schematic representation of a first embodiment of an electronically controllable brake system for motor vehicles according to the invention
  • FIG. 2 shows a schematic illustration of a second embodiment of an electronically controllable brake system for motor vehicles
  • 3a, 3b show two embodiments of possible combinations of the engine, the hydraulic pressure source and the auxiliary energy source in the context of a vehicle brake system.
  • 1 shows a first embodiment of an electronic controllable brake system for motor vehicles according to the invention.
  • a brake pedal 1 is used to actuate a brake pressure transmitter unit 2 via an actuating rod 1 a.
  • the brake pressure transmitter unit 2 has a cylinder / piston arrangement 2a, 2b which form a first pressure chamber 2c.
  • the pressure chamber 2c is fed by a hydraulic fluid reservoir 2d.
  • a hydraulic line 3 leads from the pressure chamber 2c to a wheel brake 4 of the motor vehicle.
  • a first electromagnetic valve arrangement 5a, 5b is arranged in the hydraulic line 3 between the brake pressure transmitter unit and the wheel brake in order to control pressure build-up, pressure reduction and / or pressure-holding phases in the wheel brake.
  • the first electromagnet arrangement 5a, 5b is formed from two electromagnetic valves 5a, 5b, each of which can be controlled by an electronic control unit ECU.
  • one solenoid valve 5a is opened and the second solenoid valve 5b is closed in order to be able to build up pressure in the wheel brake 4. If only the solenoid valve 5a is actuated, the second solenoid valve 5b remains closed and the first solenoid valve 5a also goes into its closed position, so that the pressure in the wheel brake is kept constant.
  • first solenoid valve 5a, 5b If both the first and the second solenoid valve 5a, 5b are actuated, the first solenoid valve 5a goes into its locked position, while the second solenoid valve 5b goes into its open position.
  • hydraulic fluid can flow out of the wheel brake 4 via a hydraulic line 3a through the second electromagnetic valve 5b into a hydraulic intermediate store 6.
  • the brake fluid located in the hydraulic intermediate store is pumped back into the brake line 3 via a hydraulic pressure source in the form of a hydraulic pump 7.
  • the hydraulic pump 7 is actuated by an electric motor 8, which is also controlled by the electronic control unit ECU.
  • the first solenoid valve arrangement 5a, 5b can also be used as a mechanical gene control valve instead of the first solenoid valve 5a or with a 3/2-way valve instead of the two solenoid valves 5a, 5b.
  • the brake pressure transmitter unit 2 has a pneumatic brake booster 21 for amplifying the actuating force introduced via the brake pedal 1.
  • a movable wall 22 divides the pneumatic brake booster 21 into a vacuum chamber 23 and a pressure chamber 24.
  • the vacuum chamber 23 is connected via a line 17 to an auxiliary energy source designed as a vacuum pump 15, which together with the hydraulic pump 7 from the electric motor 8 is driven.
  • a pressure sensor arrangement 25 detects the negative pressure in the negative pressure chamber 23 and supplies the electronic control unit ECU with a corresponding signal reflecting the pressure currently prevailing. If the vacuum is insufficient, the electric motor 8 is actuated by the electronic control unit ECU so that the pump increases the vacuum in the vacuum chamber 23.
  • the pressure sensor arrangement 25 can also be designed as a simple pressure switch that switches the electric motor 8 on and off.
  • the brake booster 21 can also be controlled electrically via an electromagnet arrangement 26, so that braking operations can also be carried out independently of an actuation of the brake pedal 1. This serves, for example, to carry out a drive slip control or a vehicle dynamics control. Furthermore, there is a sensor device 11 for detecting a connection with the actuation of the brake pedal
  • Size (pedal travel, pedal force, pedal actuation speed) is provided in order to also carry out braking in emergency situations, for example when a certain pedal actuation speed is exceeded or as a function of distance radar measurements.
  • the generation of the negative pressure by means of an additional negative pressure pump is necessary in motor vehicles, the drive motor of which generates no or no sufficient negative pressure. This applies, for example, to electric vehicles or to diesel vehicles. But also in vehicles with gasoline engines in which the gasoline engine provides a vacuum sufficient for normal operation, advantages can be achieved by using an additional vacuum pump according to the invention.
  • the case may occur that the accelerator pedal is actuated at the same time and the throttle valve is thus opened .
  • the vacuum generated by the gasoline engine can no longer be sufficient in all operating conditions to generate the vacuum required for actuating the brake pressure transmitter unit 2.
  • a controllable auxiliary power source allows a greater pressure difference to be built up in the pneumatic brake booster than is the case with the pressure difference between atmospheric pressure and the intake pressure of a gasoline engine. The consequence of this is that either higher braking dynamics can be achieved, or a smaller brake booster can be used. The latter can lead to considerable space savings.
  • the electric motor 8 has an output shaft 8a.
  • the hydraulic pump 7 has a drive shaft 7a and the pneumatic pump 15 has a drive shaft 15a.
  • the output shaft 8a and the two drive shafts 7a, 15a are aligned coaxially to one another and rigidly coupled to one another.
  • the vacuum pump 15 can also be operated without load.
  • in line 17 there is an electromagnetically actuated changeover valve which can be controlled by the electronic control unit ECU 12 is provided, by the actuation of which the inlet side 15b of the pneumatic pump 15 can be subjected to atmospheric pressure.
  • the solenoid valve 12 is brought into the actuated position II.
  • the operation of the electric motor 8 can take place at a respectively adjusted speed. This means that when the negative pressure is generated by means of the pneumatic pump 15, a lower speed is set than when the hydraulic pump 7 returns it in the case of an anti-lock control. This also has the advantage that when the pneumatic pump 15 is operating, the noise is reduced and less electrical energy is required.
  • the brake pressure transmitter unit 2 has a second pressure chamber 2e for amplifying the actuation force introduced by the brake pedal 1, which can be acted upon by brake fluid from a pressure accumulator 37 when an electromagnetic valve 28 is electrically actuated is.
  • the solenoid valve 28 blocks the connection between the pressure accumulator 27 and the second pressure chamber 2e of the brake pressure transmitter unit 2.
  • Such an arrangement for increasing the actuation force is also referred to as a "hydraulic booster” and can also be used to initiate automatic braking processes, that is to say independently of an actuation of the brake pedal 1. Since the actuation of the brake pedal 1 is electrically detected by a sensor device 11, such a system can also be used for a so-called “brake-by-wire” system, with a hydraulic connection due to the mechanical connection of the brake pedal 1 to the brake pressure transmitter unit 2 Emergency braking system (“PU-through” system) is provided.
  • the pneumatic pump 15 in FIG. 1 is replaced by a hydraulic pump 30, which serves to supply pressure to the pressure accumulator 27.
  • the hydraulic pressure present in the pressure accumulator 27 is detected by means of a pressure sensor arrangement 25 in order to cause the hydraulic pump 30 to recharge when a predetermined limit value is undershot.
  • the pump 30 draws in hydraulic fluid from the hydraulic fluid reservoir 2d in order to convey the hydraulic fluid into the pressure accumulator 27 via a line 32.
  • the hydraulic pump 30 is coupled to the hydraulic pump 7 of the pressure modulation device, so that both pumps 30, 7 are driven simultaneously by the electric motor 8.
  • a third solenoid valve 40 which can be controlled by the electronic control device ECU in the hydraulic line 32 between the pressure outlet side 30c and the solenoid valve 28 arranged.
  • the solenoid valve 40 is designed as a changeover valve which, in its first position I shown, connects the hydraulic pump 30 to the solenoid valve 28 or to the pressure accumulator 27, while in its actuated second position II it connects the pressure inlet side and the Pressure outlet side of the hydraulic pump 30 connects to the hydraulic pressure reservoir 2d. In this second actuated position II, the pressure accumulator 27 is also blocked against the hydraulic pump 30.
  • FIG. 2 corresponds in its structure and function to the embodiment according to FIG. 1, so that a further detailed description is unnecessary.
  • ABS modulator is to be understood here as a structural unit which comprises the valve device 5, the pressure accumulator 6 and the hydraulic pump 7 driven by the electric motor 8 for all wheel brakes 4 of the vehicle.
  • the additional pneumatic or hydraulic pump 15, 30 is arranged between the electric motor 8 and the hydraulic pump 7, while in the embodiment according to FIG. 3b the additional pump 15, 30 is arranged on the one facing away from the hydraulic pump 7 Side of the electric motor 8 is arranged.
  • the advantage of the two embodiments is that the additional pump 15, 30 is arranged axially to the drive shaft of the electric motor 7 and the gear coupling of the drives is is producible.
  • a vane cell pump is particularly advantageously suitable as the type of pump for the pneumatic vacuum pump 15, while the hydraulic pump 7 and the recharging pump 30 are designed in a known manner as radial piston pumps or axial piston pumps.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to an electronically adjustable brake system for motor vehicles. The system comprises: a pedal-operated brake pressure transducer (2) which supplies at least one vehicle wheel brake (4) with hydraulic fluid via a hydraulic fluid pathway (3); a first electromagnetic valve arrangement (5a, 5b) located in the hydraulic fluid pathway between the brake pressure transducer (2) and the wheel brake (4) and serves to regulate pressure build-up, pressure decrease and pressure maintenance phases in the wheel brake; a motor-driven adjustable hydraulic pressure source (7) which, in addition to or in place of the brake pressure transducer (2), supplies the wheel brake (4) with hydraulic fluid; and a motor-operated adjustable auxiliary energy source (15, 30) which assists actuation of the brake pressure transducer (2) by the brake pedal (1) or, in place of the latter, actuates the brake pressure transducer (2), the adjustable energy source (15, 30) and adjustable hydraulic pressure source (7) being driven by and in constant operating connection (8, 7a, 15a, 30a) with the same motor (8).

Description

Elektronisch steuerbare Bremsanlage für KraftfahrzeugeElectronically controllable brake system for motor vehicles
Die vorliegende Erfindung betrifft eine elektronisch steuer¬ bare Bremsanlage für Kraftfahrzeuge, mit einer durch ein Bremspedal betätigbaren Bremsdruckgebereinheit, die wenig¬ stens eine Radbremse deε Kraftfahrzeuges durch einen Hydrau- likfluidpfad mit Hydraulikfluid speist, einer ersten elektro- magnetischen Ventilanordnung, die in dem Hydraulikfluidpfad zwischen dem Bremsdruckgeber und der Radbremse angeordnet ist, um Druckaufbau-, Druckabbau- und/oder Druckhaltephasen in der Radbremse zu steuern, einer motorbetriebenen steuerba¬ ren Hydraulikdruckquelle, die die Radbremse zusätzlich zu dem oder anstelle des Bremsdruckgeberε mit Hydraulikfluid speist.The present invention relates to an electronically controllable brake system for motor vehicles, with a brake pressure transmitter unit which can be actuated by a brake pedal and which feeds at least one wheel brake of the motor vehicle with hydraulic fluid through a hydraulic fluid path, a first electromagnetic valve arrangement which is located in the hydraulic fluid path between the brake pressure sensor and the wheel brake is arranged to control pressure build-up, pressure reduction and / or pressure maintenance phases in the wheel brake, a motor-operated, controllable hydraulic pressure source which supplies the wheel brake with hydraulic fluid in addition to or instead of the brake pressure sensor.
Aus der DE 32 19 133 AI ist eine ähnliche Anordnung bekannt, bei der ein Elektromotor zum Antrieb eines Ventilators eines Kraftfahrzeuges zuεätzlich als Antrieb einer Pumpe verwendet wird, die einen Druckspeicher zur Versorgung einer Hilfs- kraftbremεanlage lädt. Der Elektromotor ist zusätzlich durch einen Druckschalter einschaltbar, der den Speicherdruck des Druckspeicherε überwacht. Außerdem iεt die Antriebswelle des Elektromotors über elektromagnetisch betätigbare Schaltkupp- lungen an die Pumpe ankoppelbar und von dem Ventilator abkop¬ pelbar, wenn der Druckspeicher geladen wird.A similar arrangement is known from DE 32 19 133 A1, in which an electric motor for driving a fan of a motor vehicle is additionally used as a drive for a pump which charges a pressure accumulator for supplying an auxiliary brake system. The electric motor can also be switched on by a pressure switch, which monitors the storage pressure of the pressure accumulator. In addition, the drive shaft of the electric motor can be coupled to the pump via electromagnetically actuated clutches and uncoupled from the fan when the pressure accumulator is charged.
Problematisch ist bei dieser Anordnung, daß üblicherweise der Elektromotor zum Antrieb des Ventilators, beispielsweise ei- ner Kühleinrichtung des Kraftfahrzeuges in erheblichem räum¬ lichen Abstand zu der Fahrzeugbremsanlage angeordnet iεt, εo daß relativ lange Druckleitungen von der mit dem Elektromotor gekoppelten Pumpe zu der Fahrzeugbremsanlage geführt werden müssen. Außerdem sind die beiden elektromagnetisch betätigba- ren Kupplungen aufwendig und anfällig im Betrieb, so daß die dort vorgeschlagene Lösung unter Sicherheits- und Ko- stenaspekten für einen serienmäßigen Einsatz nur bedingt ge¬ eignet ist.The problem with this arrangement is that the electric motor for driving the fan, for example a cooling device of the motor vehicle, is usually arranged at a considerable spatial distance from the vehicle brake system, so that relatively long pressure lines run from the pump coupled to the electric motor to the vehicle brake system Need to become. In addition, the two electromagnetically actuated clutches are complex and susceptible to operation, so that the solution proposed there under safety and cost is only partially suitable for standard use.
Dennoch besteht Bedarf an einer kompakten und gleichzeitig sicheren und kostengünstigen Möglichkeit, in einem Kraftfahr- zeug vorhandene elektrische Aggregate mehrfach zu nutzen.Nevertheless, there is a need for a compact and, at the same time, safe and inexpensive way of using the electrical units present in a motor vehicle more than once.
Die Erfindung schlägt dazu eine motorbetriebene steuerbare Hilfsenergiequelle vor, die eine Betätigung des Bremsdruckge¬ bers durch das Bremspedal unterstützt oder anstelle des Bremspedals eine Betätigung des Bremsdruckgebers bewirkt, wo¬ bei die steuerbare Hilfsenergiequelle und die steuerbare Hy¬ draulikdruckquelle durch den gleichen Motor angetrieben wer¬ den und mit diesem in ständiger betrieblicher Verbindung ste¬ hen.To this end, the invention proposes a motor-operated controllable auxiliary energy source that supports actuation of the brake pressure sensor by the brake pedal or actuates the brake pressure sensor instead of the brake pedal, whereby the controllable auxiliary energy source and the controllable hydraulic pressure source are driven by the same motor the and with this are in constant operational connection.
Durch die Verwendung eines gemeinsamen Motors für die steuer¬ bare Hydraulikquelle und die εteuerbare Hilfsenergiequelle iεt sichergestellt, daß lange Leitungswege vermieden werden. Durch die ständige getriebliche Verbindung zwischen dem ge- meinsamen Motor für die steuerbare Hydraulikdruckquelle und für die steuerbare Hilfεenergiequelle entfallen die fehleran¬ fälligen und aufwendigen elektromagnetischen Kupplungen.By using a common motor for the controllable hydraulic source and the controllable auxiliary energy source, it is ensured that long line paths are avoided. Due to the constant gear connection between the common motor for the controllable hydraulic pressure source and for the controllable auxiliary energy source, the error-prone and expensive electromagnetic clutches are eliminated.
Gemäß einer ersten Ausführungsform ist die εteuerbare Hilfεe- nergiequelle eine pneumatiεche Pumpe, die auf einen mit dem Bremsdruckgeber gekoppelten pneumatischen Bremskraftverεtär- ker wirkt. Dabei kann die pneumatiεche Pumpe εowohl eine Überdruckpumpe als auch eine Unterdruckpumpe εein. Je nach dem ob die pneumatiεche Pumpe eine Überdruck- oder eine Un- terdruckpumpe iεt, erfolgt die Einspeisung der Hilfsenergie in den pneumatischen Bremskraftverstärker in die Unterdruck¬ kammer oder die Atmosphärenkammer.According to a first embodiment, the controllable auxiliary energy source is a pneumatic pump, which acts on a pneumatic brake booster coupled to the brake pressure transmitter. The pneumatic pump can be both a positive pressure pump and a negative pressure pump. Depending on whether the pneumatic pump is an overpressure or a vacuum pump, the auxiliary energy is fed into the pneumatic brake booster into the vacuum chamber or the atmosphere chamber.
Vorzugsweise ist die pneumatische Pumpe eine Unterdruckpumpe, die an die Stelle einer Verbindung zu einem Ansaugεtutzen ei¬ nes Ottomotors tritt. Vorzugsweise ist zwischen der pneumatischen Pumpe und dem Bremskraftverstärker eine zweite steuerbare Ventilanordnung vorgesehen, mit der - durch eine elektronische Steuereinheit gesteuert - eine Betätigung des Bremsdruckgeberε durch das Bremspedal unterstützt werden kann oder anstelle des Bremspe¬ dals eine Betätigung des Bremsdruckgebers bewirkt werden kann. Gemäß einer besonders bevorzugten Ausführungsform ist die pneumatische Pumpe in Abhängigkeit von der Stellung der zweiten Ventilanordnung entweder mit dem Bremskraftverstärker verbunden, oder eine Einlaßseite und eine Auslaßseite der pneumatischen Pumpe sind auf etwas gleiches Druckniveau bringbar. In letzterem Fall ist die Pumpe beispielsweise so¬ wohl auf der Einlaßseite als auch auf der Auslaßseite mit der Umgebungsatmosphäre verbunden. Dies hat zur Folge, daß die Pumpe praktisch laεtfrei läuft, εo daß sich die Energieauf¬ nahme des Motors erheblich verringert.The pneumatic pump is preferably a vacuum pump, which takes the place of a connection to an intake manifold of a gasoline engine. A second controllable valve arrangement is preferably provided between the pneumatic pump and the brake booster, with which - controlled by an electronic control unit - actuation of the brake pressure transmitter can be supported by the brake pedal or actuation of the brake pressure transmitter can be effected instead of the brake pedal. According to a particularly preferred embodiment, depending on the position of the second valve arrangement, the pneumatic pump is either connected to the brake booster, or an inlet side and an outlet side of the pneumatic pump can be brought to somewhat the same pressure level. In the latter case, the pump is connected to the ambient atmosphere, for example, both on the inlet side and on the outlet side. The consequence of this is that the pump runs practically without load, so that the energy consumption of the motor is considerably reduced.
In entsprechender Weise für die steuerbare Hydraulikdruck¬ quelle iεt bei einer besonders bevorzugten Ausführungsform der Erfindung eine Einlaßseite und eine Auslaßseite der steu¬ erbaren Hydraulikdruckquelle in Abhängigkeit von einer Ven¬ tilstellung der erεten Ventilanordnung auf etwa gleiches Druckniveau bringbar. Dies bedeutet, daß - ebenfalls durch die elektronische Steuereinrichtung gesteuert - der Motor durch den Betrieb der Hydraulikdruckquelle kaum belastet ist, wenn diese am Einlaß und am Auslaß auf gleichem Druckniveau liegt, also der Einlaß mit dem Auslaß praktisch verbunden ist.Correspondingly for the controllable hydraulic pressure source, in a particularly preferred embodiment of the invention, an inlet side and an outlet side of the controllable hydraulic pressure source can be brought to approximately the same pressure level as a function of a valve position of the first valve arrangement. This means that - also controlled by the electronic control device - the engine is hardly loaded by the operation of the hydraulic pressure source if it is at the same pressure level at the inlet and outlet, that is to say the inlet is practically connected to the outlet.
Gemäß einer weiteren Auεführungεform der Erfindung ist die steuerbare Hilfsenergiequelle eine hydraulische Pumpe, die auf eine mit dem Bremsdruckgeber gekoppelte Zylinder/Kolben¬ anordnung wirkt. Auch hier ist zu einer gezielten Unterstützung einer Bremspe¬ dalbetätigung bzw. für den gezielten Ersatz einer Bremspedal¬ betätigung zwischen der hydraulischen Pumpe und der Zylin¬ der/Kolbenanordnung eine zweite steuerbare Ventilanordnung vorgesehen.According to a further embodiment of the invention, the controllable auxiliary energy source is a hydraulic pump, which acts on a cylinder / piston arrangement coupled to the brake pressure sensor. Here too, a second controllable valve arrangement is provided for targeted support of a brake pedal actuation or for the targeted replacement of a brake pedal actuation between the hydraulic pump and the cylinder / piston arrangement.
In gleicher Weise wie bei der ersten Ausführungsform ist die hydraulische Pumpe in Abhängigkeit von der Stellung der zwei¬ ten Ventilanordnung entweder mit der Zylinder/Kolbenanordnung verbunden, oder eine Einlaßseite und eine Auslaßseite der hy- draulischen Pumpe sind auf etwa gleiches Druckniveau bring¬ bar.In the same way as in the first embodiment, depending on the position of the second valve arrangement, the hydraulic pump is either connected to the cylinder / piston arrangement, or an inlet side and an outlet side of the hydraulic pump can be brought to approximately the same pressure level.
Um eine hohe Betätigungsdynamik der Bremsdruckgebereinheit durch die Zylinder/Kolbenanordnung zu gewährleisten, ist bei einer bevorzugten Ausführungsform die hydraulische Pumpe mit einem Druckspeicher verbindbar, wobei der Druckspeicher und/oder die hydraulische Pumpe durch eine dritte Venti¬ lanordnung gesteuert mit der Zylinder/Kolbenanordnung ver¬ bindbar sind. Damit wird erreicht, daß ein beim elektronisch gesteuerten Betätigen der hydraulischen Pumpe sich erst lang¬ sam aufbauender Druck durch den im Druckspeicher vorhandenen Druck ergänzt werden kann, so daß die Betätigung der Zylin¬ der/Kolbenanordnung mit hoher Geschwindigkeit erfolgen kann.In order to ensure high actuation dynamics of the brake pressure transmitter unit by the cylinder / piston arrangement, in a preferred embodiment the hydraulic pump can be connected to a pressure accumulator, the pressure accumulator and / or the hydraulic pump being controlled by the third cylinder arrangement with the cylinder / piston arrangement are binding. It is thus achieved that a pressure which builds up slowly only when the hydraulic pump is actuated electronically can be supplemented by the pressure present in the pressure accumulator, so that the actuation of the cylinder / piston arrangement can take place at high speed.
Die Bremsdruckgebereinheit weist vorzugsweiεe eine Druckkam¬ mer auf, die über die erste Ventilanordnung mit wenigstens einer Radbremse verbindbar ist und weist wenigstens eine zweite Druckkammer auf, die mit der hydraulischen Pumpe und/oder dem Druckεpeicher für die zweite und/oder dritte Ventilanordnung verbindbar ist. Vorzugεweiεe εind dabei die erεte und die zweite Druckkammer durch einen Kolben getrennt, auf den bei einer Normalbetätigung daε Bremspedal wirkt. Dies hat zur Folge, daß eine Expanεion der zweiten Druckkammer und durch Hydraulikfluideinspeisung von der hydrauliεchen Pumpe εich das Volumen der ersten Druckkammer verringert. Dies be- deutet, daß Hydraulikfluid aus der ersten Druckkammer in die Radbremse eingespeiεt wird.The brake pressure transmitter unit preferably has a pressure chamber which can be connected to at least one wheel brake via the first valve arrangement and has at least one second pressure chamber which can be connected to the hydraulic pump and / or the pressure accumulator for the second and / or third valve arrangement. The first and the second pressure chamber are preferably separated by a piston, to which the brake pedal acts during normal actuation. The result of this is that expansion of the second pressure chamber and the hydraulic pump supply from the hydraulic pump reduce the volume of the first pressure chamber. This is indicates that hydraulic fluid from the first pressure chamber is fed into the wheel brake.
Vorzugεweise sind die Abtriebswelle deε Motors und die beiden Antriebswellen der hydraulischen Pumpe und der pneumatischen Pumpe koaxial zueinander angeordnet und starr miteinander verbunden. Dies gewährleistet einen sehr kompakten Aufbau der Gesamtanordnung und eine einfache Montage. Je nach den Dimen¬ sionierungen der einzelnen Pumpen bzw. deε Motors kann auch ein Über- oder Untersetzungsgetriebe zwischen dem Motor und der jeweiligen Pumpe angeordnet sein.The output shaft of the motor and the two drive shafts of the hydraulic pump and the pneumatic pump are preferably arranged coaxially to one another and rigidly connected to one another. This ensures a very compact structure of the overall arrangement and simple assembly. Depending on the dimensions of the individual pumps or the motor, a step-up or step-down gear can also be arranged between the motor and the respective pump.
Vorzugsweise ist die pneumatische Pumpe eine Unterdruckpumpe, die insbeεondere als Flügelzellenpumpe ausgebildet ist, wäh¬ rend die hydraulische Pumpe vorzugsweise eine Druckpumpe ist, die insbesondere als Radialkolbenpumpe oder alε Axialkolben¬ pumpe ausgebildet ist.The pneumatic pump is preferably a vacuum pump, which is designed in particular as a vane pump, while the hydraulic pump is preferably a pressure pump, which is designed in particular as a radial piston pump or as an axial piston pump.
Weitere Eigenschaften, Merkmale und Vorteile der Erfindung werden anhand der nachstehenden Figurenbeschreibung erläu- tert. Es zeigen:Further properties, features and advantages of the invention are explained on the basis of the description of the figures below. Show it:
Fig. 1 eine εchematiεche Darεtellung einer ersten Ausfüh- rungεform einer erfindungεgemäßen elektroniεch steuerbaren Bremsanlage für Kraftfahrzeuge,1 is a schematic representation of a first embodiment of an electronically controllable brake system for motor vehicles according to the invention,
Fig. 2 eine schematische Darstellung einer zweiten Ausfüh- rungεform einer erfindungsgemäßen elektronisch steuerbaren Bremsanlage für Kraftfahrzeuge, und2 shows a schematic illustration of a second embodiment of an electronically controllable brake system for motor vehicles, and
Fig. 3a, 3b zwei Ausführungsformen möglicher Zusammenstellun¬ gen des Motors, der Hydraulikdruckquelle und der Hilfεenergiequelle im Rahmen einer Fahrzeugbremsan¬ lage. Fig. 1 zeigt eine erεte Ausführungsform einer erfindungsgema¬ ßen elektronischen steuerbaren Bremsanlage für Kraftfahrzeu¬ ge. Ein Bremspedal 1 dient dazu, über eine Betätigungsεtange la eine Bremsdruckgebereinheit 2 zu betätigen. Die Brems¬ druckgebereinheit 2 weist eine Zylinder/Kolbenanordnung 2a, 2b auf, die eine erste Druckkammer 2c bilden. Die Druckkammer 2c wird von einem Hydraulikfluidreservoir 2d gespeist. Von der Druckkammer 2c führt eine Hydraulikleitung 3 zu einer Radbremse 4 des Kraftfahrzeuges.3a, 3b show two embodiments of possible combinations of the engine, the hydraulic pressure source and the auxiliary energy source in the context of a vehicle brake system. 1 shows a first embodiment of an electronic controllable brake system for motor vehicles according to the invention. A brake pedal 1 is used to actuate a brake pressure transmitter unit 2 via an actuating rod 1 a. The brake pressure transmitter unit 2 has a cylinder / piston arrangement 2a, 2b which form a first pressure chamber 2c. The pressure chamber 2c is fed by a hydraulic fluid reservoir 2d. A hydraulic line 3 leads from the pressure chamber 2c to a wheel brake 4 of the motor vehicle.
In der Hydraulikleitung 3 ist eine erste elektromagnetische Ventilanordnung 5a, 5b zwischen der Bremsdruckgebereinheit und der Radbremse angeordnet, um Druckaufbau-, Druckabbau- und/oder Druckhaltephasen in der Radbremse zu steuern. Die erste Elektromagnetanordung 5a, 5b ist aus zwei Elektroma- gnetventilen 5a, 5b gebildet, die jeweils durch eine elektro¬ nische Steuereinheit ECU ansteuerbar sind. Im elektrisch un¬ betätigten Zustand ist das eine Elektromagnetventil 5a geöff¬ net und das zweite Elektromagnetventil 5b geschlossen, um in der Radbremse 4 Druck aufbauen zu können. Wenn nur daε Elek- tromagnetventil 5a betätigt wird, bleibt daε zweite Elektro¬ magnetventil 5b geεchlossen und auch das erste Elektromagnet¬ ventil 5a geht in seine abgesperrte Stellung, so daß der Druck in der Radbremse konstant gehalten wird. Werden sowohl das erste als auch das zweite Elektromagnetventil 5a, 5b be- tätigt, geht das erste Elektromagnetventil 5a in seine ge¬ sperrte Stellung, während das zweite Elektromagnetventil 5b in seiner geöffnete Stellung geht. In dieεem Fall kann Hy¬ draulikfluid auε der Radbremse 4 über eine Hydraulikleitung 3a durch das zweite Elektromagnetventil 5b in einen Hydrau- likzwiεchenspeicher 6 abfließen. Über eine Hydraulik¬ druckquelle in Form einer Hydraulikpumpe 7 wird das in dem Hydraulikzwischenspeicher befindliche Bremsfluid in die Bremsleitung 3 zurückgepumpt. Die Hydraulikpumpe 7 wird durch einen Elektromotor 8 betätigt, der ebenfalls von der elektro- nischen Steuereinheit ECU gesteuert wird. Die erste Elektro¬ magnetventilanordnung 5a, 5b kann auch als mechanisches Men- genregelventil anstelle des ersten Elektromagnetventils 5a oder mit einem 3/2-Wegeventil anstelle der beiden Elektroma¬ gnetventile 5a, 5b ausgestaltet sein.A first electromagnetic valve arrangement 5a, 5b is arranged in the hydraulic line 3 between the brake pressure transmitter unit and the wheel brake in order to control pressure build-up, pressure reduction and / or pressure-holding phases in the wheel brake. The first electromagnet arrangement 5a, 5b is formed from two electromagnetic valves 5a, 5b, each of which can be controlled by an electronic control unit ECU. In the electrically unactuated state, one solenoid valve 5a is opened and the second solenoid valve 5b is closed in order to be able to build up pressure in the wheel brake 4. If only the solenoid valve 5a is actuated, the second solenoid valve 5b remains closed and the first solenoid valve 5a also goes into its closed position, so that the pressure in the wheel brake is kept constant. If both the first and the second solenoid valve 5a, 5b are actuated, the first solenoid valve 5a goes into its locked position, while the second solenoid valve 5b goes into its open position. In this case hydraulic fluid can flow out of the wheel brake 4 via a hydraulic line 3a through the second electromagnetic valve 5b into a hydraulic intermediate store 6. The brake fluid located in the hydraulic intermediate store is pumped back into the brake line 3 via a hydraulic pressure source in the form of a hydraulic pump 7. The hydraulic pump 7 is actuated by an electric motor 8, which is also controlled by the electronic control unit ECU. The first solenoid valve arrangement 5a, 5b can also be used as a mechanical gene control valve instead of the first solenoid valve 5a or with a 3/2-way valve instead of the two solenoid valves 5a, 5b.
Die Bremsdruckgebereinheit 2 weist zur Verstärkung der über das Bremspedal 1 eingeleiteten Betätigungskraft einen pneuma¬ tischen Bremskraftverstärker 21 auf. Eine bewegliche Wand 22 unterteilt den pneumatischen Bremskraftverstärker 21 in eine Unterdruckkammer 23 und eine Druckkammer 24. Zur Erzeugung deε Unterdrucks ist die Unterdruckkammer 23 über eine Leitung 17 an eine als Unterdruckpumpe 15 auεgebildete Hilfsenergie¬ quelle angeschloεεen, die gemeinεam mit der Hydraulikpumpe 7 von dem Elektromotor 8 angetrieben wird. Eine Drucksensoran¬ ordnung 25 erfaßt den Unterdruck in der Unterdruckkammer 23 und führt der elektronischen Steuereinheit ECU ein entspre- chendeε den momentan herrschenden Druck wiedergebendes Signal zu. Bei einem nicht ausreichenden Unterdruck wird, durch die elektronische Steuereinheit ECU gesteuert, der Elektromotor 8 betätigt, so daß die Pumpe den Unterdruck in der Unterdruck¬ kammer 23 erhöht. Alternativ zu der Steuerung deε Motorε 8 durch die elektroniεche Steuereinheit ECU kann die Drucksen¬ soranordnung 25 auch als einfacher, den Elektromotor 8 ein/ausschaltender Druckschalter ausgeführt sein.The brake pressure transmitter unit 2 has a pneumatic brake booster 21 for amplifying the actuating force introduced via the brake pedal 1. A movable wall 22 divides the pneumatic brake booster 21 into a vacuum chamber 23 and a pressure chamber 24. To generate the vacuum, the vacuum chamber 23 is connected via a line 17 to an auxiliary energy source designed as a vacuum pump 15, which together with the hydraulic pump 7 from the electric motor 8 is driven. A pressure sensor arrangement 25 detects the negative pressure in the negative pressure chamber 23 and supplies the electronic control unit ECU with a corresponding signal reflecting the pressure currently prevailing. If the vacuum is insufficient, the electric motor 8 is actuated by the electronic control unit ECU so that the pump increases the vacuum in the vacuum chamber 23. As an alternative to the control of the motor 8 by the electronic control unit ECU, the pressure sensor arrangement 25 can also be designed as a simple pressure switch that switches the electric motor 8 on and off.
Der Bremskraftverεtärker 21 iεt über eine Elektromagnetanord- nung 26 auch elektrisch steuerbar, so daß Bremsvorgänge auch unabhängig von einer Betätigung des Bremspedals 1 ausführbar εind. Dies dient beiεpielεweiεe zur Durchführung einer An- triebεεchlupfregelung oder einer Fahrdynamikregelung. Deε weiteren iεt eine Senεoreinrichtung 11 zur Erfassung einer mit der Betätigung des Bremspedalε in Beziehung stehendenThe brake booster 21 can also be controlled electrically via an electromagnet arrangement 26, so that braking operations can also be carried out independently of an actuation of the brake pedal 1. This serves, for example, to carry out a drive slip control or a vehicle dynamics control. Furthermore, there is a sensor device 11 for detecting a connection with the actuation of the brake pedal
Größe (Pedalweg, Pedalkraft, Pedalbetätigungsgeschwindigkeit) vorgesehen, um auch Bremsungen in Notsituationen, beispiels¬ weise bei Überschreiten einer bestimmten Pedalbetätigungsge¬ schwindigkeit oder in Abhängigkeit von Abstandsradarmessungen durchzuführen. Die Erzeugung deε Unterdruckε über eine zuεätzliehe Unter¬ druckpumpe ist bei Kraftfahrzeugen notwendig, deren Antriebs¬ motor keinen oder keinen ausreichenden Unterdruck erzeugt. Dies gilt beispielsweise für Elektrofahrzeuge oder für Die¬ selfahrzeuge. Aber auch bei Fahrzeugen mit Ottomotoren, bei denen der Ottomotor einen für den Normalbetrieb ausreichenden Unterdruck bereitstellt, sind durch den Einsatz einer zusätz¬ lichen Unterdruckpumpe gemäß der Erfindung Vorteile zu erzie¬ len. Beispielsweise kann bei einer Antriebsschlupfregelung, bei der in der Radbremεe 4 ein Hydraulikdruck aufgebaut wird, ohne daß daε Bremspedal 1 betätigt wird, sondern dies durch den elektriεch geεteuerten Bremskraftverstärker 21 erfolgt, der Fall eintreten, daß gleichzeitig das Gaspedal betätigt und somit die Drosselklappe geöffnet ist. In diesem Fall kann der von dem Ottomotor erzeugte Unterdruck nicht mehr in allen Betriebsbedingungen ausreichend sein, um den für die Betäti¬ gung der Bremsdruckgebereinheit 2 erforderlichen Unterdruck zu erzeugen.Size (pedal travel, pedal force, pedal actuation speed) is provided in order to also carry out braking in emergency situations, for example when a certain pedal actuation speed is exceeded or as a function of distance radar measurements. The generation of the negative pressure by means of an additional negative pressure pump is necessary in motor vehicles, the drive motor of which generates no or no sufficient negative pressure. This applies, for example, to electric vehicles or to diesel vehicles. But also in vehicles with gasoline engines in which the gasoline engine provides a vacuum sufficient for normal operation, advantages can be achieved by using an additional vacuum pump according to the invention. For example, in the case of traction control, in which a hydraulic pressure is built up in the wheel brake 4 without the brake pedal 1 being actuated, but instead being done by the electromechanically controlled brake booster 21, the case may occur that the accelerator pedal is actuated at the same time and the throttle valve is thus opened . In this case, the vacuum generated by the gasoline engine can no longer be sufficient in all operating conditions to generate the vacuum required for actuating the brake pressure transmitter unit 2.
Außerdem kann durch eine steuerbare Hilfsenergiequelle gemäß der Erfindung eine stärkere Druckdifferenz in dem pneumati¬ schen Bremskraftverstärker aufgebaut werden, als dies bei der Druckdifferenz zwischen Atmosphärendruck und dem Ansaugdruck eines Ottomotors der Fall iεt. Dieε hat zur Folge, daß entwe¬ der eine höhere Bremεdynamik erzielbar iεt, oder ein kleine- rer Bremskraftverεtärker verwendet werden kann. Letztereε kann zu erheblichen Platzeinεparungen führen.In addition, a controllable auxiliary power source according to the invention allows a greater pressure difference to be built up in the pneumatic brake booster than is the case with the pressure difference between atmospheric pressure and the intake pressure of a gasoline engine. The consequence of this is that either higher braking dynamics can be achieved, or a smaller brake booster can be used. The latter can lead to considerable space savings.
Der Elektromotor 8 weist eine Abtriebswelle 8a auf. Die hy¬ draulische Pumpe 7 weist eine Antriebεwelle 7a auf und die pneumatiεche Pumpe 15 weiεt eine Antriebεwelle 15a auf. Die Abtriebεwelle 8a und die beiden Antriebswellen 7a, 15a sind koaxial zueinander ausgerichtet und starr miteinander verkop¬ pelt. Um die Belastungen des Elektromotors zu reduzieren, ist die Unterdruckpumpe 15 auch laεtfrei betreibbar. Dazu ist in der Leitung 17 ein durch die elektroniεche Steuereinheit ECU anεteuerbares elektromagnetisch betätigbares Umschaltventil 12 vorgesehen, durch dessen Betätigung die Einlaßseite 15b der pneumatischen Pumpe 15 mit Atmoεphärendruck beaufεchlag- bar ist. Dazu wird das Elektromagnetventil 12 in die betätig¬ te Stellung II gebracht. Dies hat zur Folge, daß zwischen der Einlaßseite 15b und der Auslaßseite 15c der pneumatischen Pumpe 15 keine Druckdifferenz besteht. Somit steht beispiel¬ weise bei einer Antiblockierregelung die gesamte Leistung des Elektromotors für die Hydraulikpumpe 7 zur Verfügung. Eine Erzeugung von Unterdruck durch die pneumatische Pumpe 15 er¬ folgt im Normalfall bei nicht betätigtem Bremspedal 1 bzw. bei Lösen des Bremspedals 1, so daß in der Hydraulikleitung 3 kein Hydraulikdruck vorhanden ist und die Hydraulikpumpe 7 nahezu laεtfrei betrieben wird. Damit steht praktisch die ge¬ samte Leistung des Elektromotors 8 für die pneumatische Pumpe 15 zur Verfügung. Zum lastfreien Betrieb der Hydraulikpumpe 7 besteht auch die Möglichkeit, das Elektromagnetventil 5b in seine betätigte Stellung II zu bringen, während das Elektro¬ magnetventil 5a in seiner unbetätigten Stellung I bleibt, so daß Hydraulikfluid über die Bremsleitungen 3a im Kreis 3b ge¬ pumpt wird.The electric motor 8 has an output shaft 8a. The hydraulic pump 7 has a drive shaft 7a and the pneumatic pump 15 has a drive shaft 15a. The output shaft 8a and the two drive shafts 7a, 15a are aligned coaxially to one another and rigidly coupled to one another. In order to reduce the loads on the electric motor, the vacuum pump 15 can also be operated without load. For this purpose, in line 17 there is an electromagnetically actuated changeover valve which can be controlled by the electronic control unit ECU 12 is provided, by the actuation of which the inlet side 15b of the pneumatic pump 15 can be subjected to atmospheric pressure. For this purpose, the solenoid valve 12 is brought into the actuated position II. As a result, there is no pressure difference between the inlet side 15b and the outlet side 15c of the pneumatic pump 15. Thus, for example in the case of anti-lock control, the entire power of the electric motor is available for the hydraulic pump 7. A vacuum is generated by the pneumatic pump 15 in the normal case when the brake pedal 1 is not actuated or when the brake pedal 1 is released, so that there is no hydraulic pressure in the hydraulic line 3 and the hydraulic pump 7 is operated almost without load. This practically the entire power of the electric motor 8 is available for the pneumatic pump 15. For load-free operation of the hydraulic pump 7, there is also the possibility of bringing the solenoid valve 5b into its actuated position II, while the solenoid valve 5a remains in its unactuated position I, so that hydraulic fluid is pumped through the brake lines 3a in the circuit 3b.
Da der Leistungsbedarf zum Betrieb der pneumatischen Pumpe 15 geringer ist als der Leistungsbedarf der hydraulischen Pumpe 7 kann der Betrieb deε Elektromotors 8 mit jeweils angepaßter Drehzahl erfolgen. Dies heißt, daß bei der Erzeugung von Un- terdruck mittels der pneumatischen Pumpe 15 eine kleinere Drehzahl als bei der Rückförderung durch die hydraulische Pumpe 7 im Fall einer Antiblockierregelung eingeεtellt wird. Dieε hat auch den Vorteil, daß beim Betrieb der pneumatiεchen Pumpe 15 die Geräuεchentwicklung reduziert iεt und weniger elektriεche Energie benötigt wird.Since the power requirement for operating the pneumatic pump 15 is less than the power requirement of the hydraulic pump 7, the operation of the electric motor 8 can take place at a respectively adjusted speed. This means that when the negative pressure is generated by means of the pneumatic pump 15, a lower speed is set than when the hydraulic pump 7 returns it in the case of an anti-lock control. This also has the advantage that when the pneumatic pump 15 is operating, the noise is reduced and less electrical energy is required.
In der nachεtehenden Beschreibung der Ausführungsform gemäß Fig. 2 sind gegenüber Fig. 1 unveränderte oder entεprechende Bauteile mit gleichen Bezugεzeichen wie in Fig. 1 verεehen. Bei der in Fig. 2 εchematisch dargestellten zweiten Ausfüh¬ rungsform einer erfindungsgemäßen Fahrzeugbremsanlage weist die Bremsdruckgebereinheit 2 zur Verstärkung der durch das Bremspedal 1 eingeleiteten Betätigungskraft eine zweite Druckkammer 2e auf, die bei elektrischer Betätigung eines Elektromagnetventils 28 aus einem Druckspeicher 37 mit Brems- fluid beaufschlagbar iεt. Im elektrisch unbetätigten Zustand sperrt das Elektromagnetventil 28 die Verbindung zwiεchen dem Druckspeicher 27 und der zweiten Druckkammer 2e der Bremsdruckgebereinheit 2.In the following description of the embodiment according to FIG. 2, unchanged or corresponding components have been provided with the same reference numerals as in FIG. 1 compared to FIG. 1. In the second embodiment of a vehicle brake system according to the invention, shown schematically in FIG. 2, the brake pressure transmitter unit 2 has a second pressure chamber 2e for amplifying the actuation force introduced by the brake pedal 1, which can be acted upon by brake fluid from a pressure accumulator 37 when an electromagnetic valve 28 is electrically actuated is. In the electrically unactuated state, the solenoid valve 28 blocks the connection between the pressure accumulator 27 and the second pressure chamber 2e of the brake pressure transmitter unit 2.
Eine derartige Anordnung zur Verstärkung der Betätigungskraft wird auch als "hydraulischer Booster" bezeichnet und kann auch zur Einleitung von automatischen Bremsvorgängen, also unabhängig von einer Betätigung deε Bremεpedals 1 dienen. Da die Betätigung des Bremspedalε 1 durch eine Sensoreinrichtung 11 elektrisch erfaßt wird, kann ein solches System auch für ein sogenanntes "Brake-by-Wire"-System verwendet werden, wo¬ bei durch die mechanische Verbindung des Bremspedalε 1 mit der Bremεdruckgebereinheit 2 eine hydrauliεcheε Notbremssy- stem ("Puεh-Through"-Syεtem) bereitgeεtellt wird. Hierbei wird die pneumatiεche Pumpe 15 auε Fig.l durch eine hydrau¬ lische Pumpe 30 erεetzt, die zur Druckverεorgung deε Druck¬ speichers 27 dient.Such an arrangement for increasing the actuation force is also referred to as a "hydraulic booster" and can also be used to initiate automatic braking processes, that is to say independently of an actuation of the brake pedal 1. Since the actuation of the brake pedal 1 is electrically detected by a sensor device 11, such a system can also be used for a so-called "brake-by-wire" system, with a hydraulic connection due to the mechanical connection of the brake pedal 1 to the brake pressure transmitter unit 2 Emergency braking system ("PU-through" system) is provided. Here, the pneumatic pump 15 in FIG. 1 is replaced by a hydraulic pump 30, which serves to supply pressure to the pressure accumulator 27.
Der in dem Druckspeicher 27 anstehende hydraulische Druck wird mittels einer Drucksensoranordnung 25 erfaßt, um bei Un¬ terschreitung eines vorbestimmten Grenzwertes ein Nachladen durch die hydraulische Pumpe 30 zu bewirken. Dazu saugt die Pumpe 30 Hydraulikfluid aus dem Hydraulikfluidbehälter 2d an, um das Hydraulikfluid über eine Leitung 32 in den Druckspei¬ cher 27 zu fördern.The hydraulic pressure present in the pressure accumulator 27 is detected by means of a pressure sensor arrangement 25 in order to cause the hydraulic pump 30 to recharge when a predetermined limit value is undershot. For this purpose, the pump 30 draws in hydraulic fluid from the hydraulic fluid reservoir 2d in order to convey the hydraulic fluid into the pressure accumulator 27 via a line 32.
Auch hierbei ist die Hydraulikpumpe 30 mit der Hydraulikpumpe 7 der Druckmodulationseinrichtung getrieblich gekoppelt, so daß beide Pumpen 30, 7 durch den Elektromotor 8 gleichzeitig angetrieben werden. Um auch zu ermöglichen, daß die Hydrau- likpumpe 30 im Leerlauf arbeiten kann, d.h. daß die Druckein¬ laßseite 30b und die Druckauslaßεeite 30c auf gleichem Druck¬ niveau liegen, iεt ein von der elektronischen Steuereinrich¬ tung ECU εteuerbareε drittes Elektromagnetventil 40 in der Hydraulikleitung 32 zwischen der Druckauslaßεeite 30c und dem Elektromagnetventil 28 angeordnet.Here, too, the hydraulic pump 30 is coupled to the hydraulic pump 7 of the pressure modulation device, so that both pumps 30, 7 are driven simultaneously by the electric motor 8. To also enable the hydraulic lik pump 30 can operate in idle mode, ie that the pressure inlet side 30b and the pressure outlet side 30c are at the same pressure level, is a third solenoid valve 40 which can be controlled by the electronic control device ECU in the hydraulic line 32 between the pressure outlet side 30c and the solenoid valve 28 arranged.
Das Elektromagnetventil 40 ist als Umschaltventil ausgebil¬ det, das in seiner gezeigten erεten Stellung I die Hydraulik¬ pumpe 30 mit dem Elektromagnetventil 28 bzw. mit dem Druck- Speicher 27 verbindet, während es in εeiner betätigten zwei¬ ten Stellung II die Druckeinlaßεeite und die Druckauslaßseite der Hydraulikpumpe 30 mit dem Hydraulikdruckreservoir 2d ver¬ bindet. In dieser zweiten betätigten Stellung II ist auch der Druckspeicher 27 gegen die Hydraulikpumpe 30 abgeεperrt.The solenoid valve 40 is designed as a changeover valve which, in its first position I shown, connects the hydraulic pump 30 to the solenoid valve 28 or to the pressure accumulator 27, while in its actuated second position II it connects the pressure inlet side and the Pressure outlet side of the hydraulic pump 30 connects to the hydraulic pressure reservoir 2d. In this second actuated position II, the pressure accumulator 27 is also blocked against the hydraulic pump 30.
Im übrigen stimmt die Ausführungεform nach Fig. 2 in ihrem Aufbau und in ihrer Funktion mit der Ausführungεform nach Fig. 1 überein, so daß sich eine weitere detallierte Be¬ schreibung erübrigt.Otherwise, the embodiment according to FIG. 2 corresponds in its structure and function to the embodiment according to FIG. 1, so that a further detailed description is unnecessary.
In Fig. 3a und 3b iεt eine Möglichkeit für eine Einbauraum sparende Integration der zusätzlichen Untedruckpumpe 15 bzw. der zusätzlichen Hydraulikpumpe 30 in ein bestehendes Anti- blockiersystem schematiεch dargestellt. Unter ABS-Modulator ist hier eine Baueinheit zu verstehen, die die Ventileinrich¬ tung 5, den Druckspeicher 6 sowie die von dem Elektromotor 8 angetriebene hydraulische Pumpe 7 für sämtliche Radbremsen 4 deε Fahrzeugs umfaßt. Bei der Ausführungεform nach Fig. 3a iεt die zusätzliche pneumatische bzw. hydraulische Pumpe 15, 30 zwischen dem Elektromotor 8 und der hydraulischen Pumpe 7 angeordnet, während bei der Ausführungεform nach Fig. 3b die zusätzliche Pumpe 15, 30 auf der der hydrauliεchen Pumpe 7 abgewandten Seite deε Elektromotors 8 angeordnet ist. Der Vorteil der beiden Ausführungsformen ist, daß die zusätzliche Pumpe 15, 30 axial zur Antriebεwelle deε Elektromotorε 7 an¬ geordnet iεt und die getriebliche Kopplung der Antriebe ein- fach herstellbar ist. Als Pumpentyp für die pneumatische Un¬ terdruckpumpe 15 ist in besonders vorteilhafter Weise eine Flügelzellenpumpe geeignet, während die hydraulische Pumpe 7 und die Nachladepumpe 30 in bekannter Weise alε Radialkolben¬ pumpen oder Axialkolbenpumpen ausgeführt sind. 3a and 3b schematically show a possibility for a space-saving integration of the additional vacuum pump 15 or the additional hydraulic pump 30 into an existing anti-lock system. An ABS modulator is to be understood here as a structural unit which comprises the valve device 5, the pressure accumulator 6 and the hydraulic pump 7 driven by the electric motor 8 for all wheel brakes 4 of the vehicle. In the embodiment according to FIG. 3a, the additional pneumatic or hydraulic pump 15, 30 is arranged between the electric motor 8 and the hydraulic pump 7, while in the embodiment according to FIG. 3b the additional pump 15, 30 is arranged on the one facing away from the hydraulic pump 7 Side of the electric motor 8 is arranged. The advantage of the two embodiments is that the additional pump 15, 30 is arranged axially to the drive shaft of the electric motor 7 and the gear coupling of the drives is is producible. A vane cell pump is particularly advantageously suitable as the type of pump for the pneumatic vacuum pump 15, while the hydraulic pump 7 and the recharging pump 30 are designed in a known manner as radial piston pumps or axial piston pumps.

Claims

Ansprüche Expectations
1. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge, mit - einer durch ein Bremspedal (1) betätigbaren Bremεdruckge¬ bereinheit (2) , die wenigstens eine Radbremse (4) des Kraft¬ fahrzeuges durch einen Hydraulikfluidpfad (3) mit Hydraulik¬ fluid εpeiεt,1. Electronically controllable brake system for motor vehicles, with - a brake pressure sensor unit (2) which can be actuated by a brake pedal (1) and which feeds at least one wheel brake (4) of the motor vehicle through a hydraulic fluid path (3) with hydraulic fluid,
- einer ersten elektromagnetischen Ventilanordnung (5a, 5b), die in dem Hydraulikfluidpfad zwischen der Bremsdruckge¬ bereinheit (2) und der Radbremse (4) angeordnet ist, um Druckaufbau-, Druckabbau- und/oder Druckhaltephasen in der Radbremse zu steuern,a first electromagnetic valve arrangement (5a, 5b) which is arranged in the hydraulic fluid path between the brake pressure transmitter unit (2) and the wheel brake (4) in order to control pressure build-up, pressure reduction and / or pressure-holding phases in the wheel brake,
- einer motorbetriebenen steuerbaren Hydraulikdruckquelle (7) , die die Radbremse (4) zusätzlich zu dem oder anstelle der Bremεdruckgebereinheit (2) mit Hydraulikfluid speist, und- A motor-operated controllable hydraulic pressure source (7) which supplies the wheel brake (4) with hydraulic fluid in addition to or instead of the brake pressure transmitter unit (2), and
- einer motorbetriebenen steuerbaren Hilfsenergiequelle (15, 30) , die eine Betätigung der Bremsdruckgebereinheit (2) durch das Bremspedal (1) unterstützt oder anstelle des Brems- pedalε (1) eine Betätigung der Bremεdruckgebereinheit (2) be¬ wirkt, wobei die εteuerbare Hilfsenergiequelle (15, 30) und die steuerbare Hydraulikdruckquelle (7) durch den gleichen Motor (8) angetrieben werden und mit dieεem in εtändiger ge- trieblicher (8a, 7a, 15a, 30a) Verbindung εtehen.- A motor-operated controllable auxiliary energy source (15, 30), which supports an actuation of the brake pressure transmitter unit (2) by the brake pedal (1) or, instead of the brake pedal (1), actuates the brake pressure transmitter unit (2), the controllable auxiliary energy source (15, 30) and the controllable hydraulic pressure source (7) are driven by the same motor (8) and with which they are in constant gear (8a, 7a, 15a, 30a) connection.
2. Elektroniεch εteuerbare Bremεanlage für Kraftfahrzeuge nach Anspruch 1, bei der die εteuerbare Hilfsenergiequelle eine pneumatische Pumpe (15) ist, die auf einen mit der Bremεdruckgebereinehit (2) gekoppelten pneumatiεchen Brems- kraftverstärker (21) wirkt.2. An electronically controllable brake system for motor vehicles according to claim 1, wherein the controllable auxiliary energy source is a pneumatic pump (15) which acts on a pneumatic brake booster (21) coupled to the brake pressure transmitter unit (2).
3. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach Anspruch 1 oder 2, bei der zwischen der pneumatischen Pumpe (15) und dem Bremskraftverstärker (21) eine zweite steuerbare Ventilanordnung (12) angeordnet iεt. 3. Electronically controllable brake system for motor vehicles according to claim 1 or 2, in which a second controllable valve arrangement (12) is arranged between the pneumatic pump (15) and the brake booster (21).
4. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach Anspruch 1, 2 oder 3, bei der die pneumatische Pumpe (15) in Abhängigkeit von der Stellung der zweiten Venti¬ lanordnung (12) entweder mit dem Bremskraftverεtärker (21) verbunden ist oder eine Einlaßseite (15b) und eine Auslaßsei- te (15c) der pneumatischen Pumpe (15) auf etwa gleiches Druckniveau bringbar sind.4. Electronically controllable brake system for motor vehicles according to claim 1, 2 or 3, in which the pneumatic pump (15) depending on the position of the second valve arrangement (12) is either connected to the brake booster (21) or an inlet side (15b ) and an outlet side (15c) of the pneumatic pump (15) can be brought to approximately the same pressure level.
5. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach einem der Ansprüche 1 bis 4, bei der eine Einlaßseite (7b) und eine Auslaßεeite (7a) der steuerbaren Hydraulik¬ druckquelle (7) in Abhängigkeit von einer Ventilstellung der ersten Ventilanordnung (5a, 5b) auf etwa gleiches Druckniveau bringbar sind.5. Electronically controllable brake system for motor vehicles according to one of Claims 1 to 4, in which an inlet side (7b) and an outlet side (7a) of the controllable hydraulic pressure source (7) as a function of a valve position of the first valve arrangement (5a, 5b) approximately the same pressure level can be brought.
6. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach Anspruch 1, bei der die steuerbare Hilfsenergiequelle eine hydrauliεche Pumpe (30) ist, die auf eine mit der Bremsdruckgebereinehit (2) gekoppelte Zylin¬ der/Kolbenanordnung (2a, 2b) wirkt.6. Electronically controllable brake system for motor vehicles according to Claim 1, in which the controllable auxiliary energy source is a hydraulic pump (30) which acts on a cylinder / piston arrangement (2a, 2b) coupled to the brake pressure sensor unit (2).
7. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach Anspruch 6, bei der zwischen der hydraulischen Pumpe (30) und der Zylinder/Kolbenanordnung (2a, 2b) eine zweite steuerbare Ventilanordnung (40) angeordnet ist.7. Electronically controllable brake system for motor vehicles according to claim 6, in which a second controllable valve arrangement (40) is arranged between the hydraulic pump (30) and the cylinder / piston arrangement (2a, 2b).
8. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach einem der Ansprüche 1, 6 oder 7, bei der die hydrauli¬ εche Pumpe (30) in Abhängigkeit von der Stellung der zweiten Ventilanordnung (40) entweder mit der Zylin- der/Kolbenanordnung (2a, 2b) verbunden ist, oder eine Einla߬ seite (30b) und eine Auslaßseite (30c) der hydraulischen Pum¬ pe (30) auf etwa gleicheε Druckniveau bringbar sind. 8. Electronically controllable brake system for motor vehicles according to one of claims 1, 6 or 7, in which the hydraulic pump (30), depending on the position of the second valve arrangement (40), either with the cylinder / piston arrangement (2a, 2b ) is connected, or an inlet side (30b) and an outlet side (30c) of the hydraulic pump (30) can be brought to approximately the same pressure level.
9. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach einem der Ansprüche 1, 6, 7 oder 8, bei der die hydrau¬ lische Pumpe (30) mit einem Druckspeicher (27) verbindbar ist, wobei der Druckspeicher (27) und/oder die hydraulische Pumpe (30) durch eine dritte Ventilanordnung (28) gesteuert mit der Zylinder/Kolbenanordnung (2a, 2b) verbindbar sind.9. Electronically controllable brake system for motor vehicles according to one of Claims 1, 6, 7 or 8, in which the hydraulic pump (30) can be connected to a pressure accumulator (27), the pressure accumulator (27) and / or the hydraulic pump (30) controlled by a third valve arrangement (28) can be connected to the cylinder / piston arrangement (2a, 2b).
10. Elektronisch εteuerbare Bremεanlage für Kraftfahrzeuge nach einem der Ansprüche 1, 6, 7, 8 oder 9, bei der die Bremsdruckgebereinheit (2) wenigstens eine Druckkammer (2c) aufweist, die über die erste Ventilanordnung (5a, 5b) mit we¬ nigstenε einer Radbremεe (4) verbindbar iεt, und wenigεtenε eine zweite Druckkammer (2e) aufweist, die mit der hydraulischen Pumpe (30) und/oder dem Druckspeicher (27) über die zweite und/oder dritte Ventilanordnung (40, 28) verbind- bar iεt.10. Electronically controllable brake system for motor vehicles according to one of claims 1, 6, 7, 8 or 9, in which the brake pressure transmitter unit (2) has at least one pressure chamber (2c), which via the first valve arrangement (5a, 5b) with least a wheel brake (4) can be connected and at least has a second pressure chamber (2e) which can be connected to the hydraulic pump (30) and / or the pressure accumulator (27) via the second and / or third valve arrangement (40, 28) is.
11. Elektroniεch steuerbare Bremsanlage für Kraftfahrzeuge nach einem der vorhergehenden Anεprüche, bei der der Motor (8) wenigεtenε eine Abtriebεwelle (8a) und die hydrauliεche Pumpe (7) und die pneumatiεche bzw. hydraulische Pumpe (15, 30) jeweils eine Antriebswelle (7a, 15a, 30a) aufweisen, und wobei die Abtriebswelle und die beiden Antriebswellen koaxial zueinander angeordnet und starr miteinander verbunden εind.11. Electronically controllable brake system for motor vehicles according to one of the preceding claims, in which the motor (8) has at least one output shaft (8a) and the hydraulic pump (7) and the pneumatic or hydraulic pump (15, 30) each have a drive shaft (7a , 15a, 30a), and wherein the output shaft and the two drive shafts are arranged coaxially to one another and rigidly connected to one another.
12. Elektroniεch εteuerbare Bremsanlage für Kraftfahrzeuge nach einem der Ansprüche 2 bis 4 oder 11, bei der die pneuma¬ tische Pumpe (15) eine Unterdruckpumpe ist, die insbesondere als Flügelzellenpumpe ausgebildet ist.12. Electronically controllable braking system for motor vehicles according to one of claims 2 to 4 or 11, in which the pneumatic pump (15) is a vacuum pump, which is designed in particular as a vane pump.
13. Elektronisch steuerbare Bremsanlage für Kraftfahrzeuge nach einem der Ansprüche 5 bis 11, bei der die hydraulische Pumpe eine Druckpumpe (30) ist, die insbesondere als Radial¬ kolbenpumpe oder als Axialkolbenpumpe ausgebildet ist. 13. Electronically controllable brake system for motor vehicles according to one of claims 5 to 11, in which the hydraulic pump is a pressure pump (30), which is designed in particular as a radial piston pump or as an axial piston pump.
EP96937271A 1995-11-15 1996-10-28 Electronically adjustable brake system for motor vehicles Expired - Lifetime EP0861175B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19542654A DE19542654A1 (en) 1995-11-15 1995-11-15 Electronic controllable braking system for motor vehicles
DE19542654 1995-11-15
PCT/EP1996/004685 WO1997018114A1 (en) 1995-11-15 1996-10-28 Electronically adjustable brake system for motor vehicles

Publications (2)

Publication Number Publication Date
EP0861175A1 true EP0861175A1 (en) 1998-09-02
EP0861175B1 EP0861175B1 (en) 2004-07-14

Family

ID=7777576

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96937271A Expired - Lifetime EP0861175B1 (en) 1995-11-15 1996-10-28 Electronically adjustable brake system for motor vehicles

Country Status (8)

Country Link
US (1) US5971500A (en)
EP (1) EP0861175B1 (en)
JP (1) JP2000500094A (en)
KR (1) KR19990067559A (en)
BR (1) BR9611279A (en)
DE (2) DE19542654A1 (en)
ES (1) ES2221677T3 (en)
WO (1) WO1997018114A1 (en)

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Also Published As

Publication number Publication date
DE59611037D1 (en) 2004-08-19
WO1997018114A1 (en) 1997-05-22
BR9611279A (en) 1999-01-26
EP0861175B1 (en) 2004-07-14
US5971500A (en) 1999-10-26
JP2000500094A (en) 2000-01-11
KR19990067559A (en) 1999-08-25
DE19542654A1 (en) 1997-05-22
ES2221677T3 (en) 2005-01-01

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